U.S. patent application number 14/355034 was filed with the patent office on 2014-11-06 for vehicle with an electric storage section, and charge-discharge system including the vehicle and an energy management equipment.
The applicant listed for this patent is Daisuke Ishii, Shigeki Kinomura, Tomoyuki Mizuno, Takashi Ogawa, Hiroki Sawada, Yasuo Suzuki. Invention is credited to Daisuke Ishii, Shigeki Kinomura, Tomoyuki Mizuno, Takashi Ogawa, Hiroki Sawada, Yasuo Suzuki.
Application Number | 20140327408 14/355034 |
Document ID | / |
Family ID | 47074842 |
Filed Date | 2014-11-06 |
United States Patent
Application |
20140327408 |
Kind Code |
A1 |
Ishii; Daisuke ; et
al. |
November 6, 2014 |
VEHICLE WITH AN ELECTRIC STORAGE SECTION, AND CHARGE-DISCHARGE
SYSTEM INCLUDING THE VEHICLE AND AN ENERGY MANAGEMENT EQUIPMENT
Abstract
A vehicle 10 according to the embodiment of the present
invention is applied to a charge-discharge system CDS. The
charge-discharge system includes the vehicle 10, an electric power
cable 20, a plug-in station 30, a HEMS 40, and a commercial power
supply 50. From the HEMS 40 to the vehicle 10, a request for charge
to charge an electric storage device 11 and a request for discharge
to allow an external electric load to use an electric power of the
electric storage device 11 are transmitted. When a request is
changed from the request for charge to the request for discharge,
or vice versa, the vehicle 10 realizes a charge-discharge stop
state in which neither a charging operation nor a discharging
operation is performed without directly changing from the charging
operation to the discharging operation, or vice versa.
Inventors: |
Ishii; Daisuke; (Toyota-shi,
JP) ; Kinomura; Shigeki; (Toyota-shi, JP) ;
Mizuno; Tomoyuki; (Toyota-shi, JP) ; Ogawa;
Takashi; (Toyota-shi, JP) ; Sawada; Hiroki;
(Toyota-shi, JP) ; Suzuki; Yasuo; (Toyota-shi,
JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Ishii; Daisuke
Kinomura; Shigeki
Mizuno; Tomoyuki
Ogawa; Takashi
Sawada; Hiroki
Suzuki; Yasuo |
Toyota-shi
Toyota-shi
Toyota-shi
Toyota-shi
Toyota-shi
Toyota-shi |
|
JP
JP
JP
JP
JP
JP |
|
|
Family ID: |
47074842 |
Appl. No.: |
14/355034 |
Filed: |
July 31, 2012 |
PCT Filed: |
July 31, 2012 |
PCT NO: |
PCT/JP2012/069933 |
371 Date: |
July 22, 2014 |
Current U.S.
Class: |
320/135 |
Current CPC
Class: |
B60L 2240/80 20130101;
B60L 2240/429 20130101; B60L 15/20 20130101; B60L 2210/30 20130101;
H02J 7/027 20130101; Y02T 10/72 20130101; Y04S 30/14 20130101; B60L
58/40 20190201; Y02T 90/167 20130101; B60L 11/18 20130101; B60L
50/66 20190201; Y02T 10/62 20130101; B60L 2240/549 20130101; H02J
7/02 20130101; B60L 50/61 20190201; Y02T 10/64 20130101; B60L 50/16
20190201; Y02E 60/00 20130101; Y02T 90/14 20130101; B60L 2240/423
20130101; B60L 2240/527 20130101; Y02T 10/70 20130101; B60L 2210/14
20130101; B60L 53/305 20190201; Y02T 10/7072 20130101; B60L 53/51
20190201; B60L 3/0084 20130101; B60L 58/12 20190201; B60L 2240/44
20130101; B60L 3/04 20130101; B60L 53/16 20190201; B60L 55/00
20190201; B60L 2240/427 20130101; B60L 2210/40 20130101; H02J
2310/48 20200101; H02J 5/00 20130101; Y04S 10/126 20130101; Y04S
30/12 20130101; B60L 2240/529 20130101; B60L 53/63 20190201; B60L
2240/421 20130101; B60L 58/20 20190201; H02J 3/322 20200101; B60L
50/51 20190201; B60L 53/14 20190201; B60L 53/65 20190201; B60L
53/22 20190201; B60L 2240/547 20130101; Y02T 90/12 20130101; Y02T
90/40 20130101; Y02T 90/16 20130101; B60L 53/53 20190201; B60L
53/18 20190201 |
Class at
Publication: |
320/135 |
International
Class: |
B60L 11/18 20060101
B60L011/18 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 31, 2011 |
JP |
2011-238992 |
Claims
1.-13. (canceled)
14. A vehicle comprising: an electric storage section, which can be
charged using an electric power supplied from an external power
supply external to said vehicle and which can be discharged by
supplying an electric power to an external electric load external
to said vehicle; and a control unit, which performs a charging
operation to charge said electric storage section using said
electric power supplied from said external power supply in response
to an obtained request for charge, and which performs a discharging
operation to supply said electric power from said electric storage
section to said external electric load in response to an obtained
request for discharge; wherein, said control unit is configured so
as to stop said charging operation to realize a charge-discharge
stop state in which neither said charging operation nor said
discharging operation is performed when said control unit obtains
said request for discharge while said charging operation is being
performed, and so as to start said discharging operation in
response to a newly obtained request when said control unit newly
obtains said request for discharge after said charge-discharge stop
state is realized.
15. The vehicle according to claim 14, wherein, said control unit
is configured so as to determine whether or not said control unit
needs to continue said charging operation when said control unit
newly obtains said request for discharge during said charging
operation, so as to continue said charging operation when it is
determined that said control unit needs to continue said charging
operation, and so as to realize said charge-discharge stop state
when it is determined that the control unit does not need to
continue said charging operation.
16. The vehicle according to claim 14, wherein, when said control
unit newly obtains said request for charge in said charge-discharge
stop state, said control unit is configured so as to start said
charging operation in response to said newly obtained request.
17. The vehicle according to claim 14, wherein, said control unit
is configured so as to receive said request for charge and said
request for discharge from an energy management system external to
said vehicle.
18. The vehicle according to claim 17, wherein, said control unit
is configured so as to generate said request for charge based on a
state of said electric storage section.
19. A vehicle comprising: an electric storage section, which can be
charged using an electric power supplied from an external power
supply external to said vehicle, and which can be discharged by
supplying an electric power to an external electric load external
to said vehicle; and a control unit, which performs a charging
operation to charge said electric storage section using said
electric power supplied from said external power supply in response
to an obtained request for charge, and which performs a discharging
operation to supply said electric power from said electric storage
section to said external electric load in response to an obtained
request for discharge; wherein, said control unit is configured so
as to stop said discharging operation to realize a charge-discharge
stop state in which neither said charging operation nor said
discharging operation is performed when said control unit obtains
said request for charge while said discharging operation is being
performed, and so as to start said charging operation in response
to a newly obtained request for charge when said control unit newly
obtains said request for charge after said charge-discharge stop
state is realized.
20. The vehicle according to claim 19, wherein, when said control
unit newly obtains said request for charge during said discharging
operation, said control unit is configured so as to determine
whether or not said control unit needs to continue said discharging
operation, so as to continue said discharging operation when it is
determined that said control unit needs to continue said
discharging operation, and so as to realize said charge-discharge
stop state when it is determined that said control unit does not
need to continue said discharging operation.
21. The vehicle according to claim 19, wherein, when said control
unit newly obtains said request for discharge in said
charge-discharge stop state, said control unit is configured so as
to start said discharging operation in response to said newly
obtained request.
22. The vehicle according to claim 19, wherein, said control unit
is configured so as to receive said request for charge and said
request for discharge from an energy management system external to
said vehicle.
23. The vehicle according to claim 22, wherein, said control unit
is configured so as to generate said request for charge based on a
state of said electric storage section.
24. A charge-discharge system including a vehicle, and an energy
management equipment, wherein, said vehicle includes: an electric
storage section, which can be charged using an electric power
supplied from an external power supply external to said vehicle,
and which can be discharged by supplying an electric power to an
external electric load external to said vehicle; and a control
unit, which performs a charging operation to charge said electric
storage section using said electric power supplied from said
external power supply in response to an obtained request for
charge, and which performs a discharging operation to supply said
electric power from said electric storage section to said external
electric load in response to an obtained request for discharge; and
said energy management equipment includes: an electric power state
change section which selectively realizes one of an electric power
supplying state in which said electric power from said external
power supply is capable of being supplied to said electric storage
section of said vehicle and an electric power consuming state in
which said electric power from said electric storage section of
said vehicle is capable of being supplied to said external electric
load; and a management section, which provides said request for
charge or said request for discharge to said control unit of said
vehicle, which makes said electric power state change section
realize said electric power supplying state when said management
section provides said request for charge to said control unit, and
which makes said electric power state change section realize said
electric power consuming state when said management section
provides said request for discharge to said control unit; and
wherein, said control unit of said vehicle is configured so as to
stop said charging operation to realize a charge-discharge stop
state in which neither said charging operation nor said discharging
operation is performed, when said control unit obtains said request
for discharge while said charging operation is being performed, and
so as to start said discharging operation in response to a newly
obtained request when said control unit newly obtains said request
for discharge after said charge-discharge stop state is realized,
and so as to stop said charging operation to realize said
charge-discharge stop state, when said control unit obtains said
request for charge while said discharging operation is being
performed, and so as to start said charging operation in response
to a newly obtained request when said control unit newly obtains
said request for charge after said charge-discharge stop state is
realized; and said management section of said energy management
equipment is configured so as to provide a request to stop said
charging operation to said control unit before providing said
request for discharge in a case in which it provides said request
for discharge to said control unit after providing said request for
charge to said control unit, and so as to provide a request to stop
said discharging operation to said control unit before providing
said request for charge in a case in which it provides said request
for charge to said control unit after providing said request for
discharge to said control unit.
25. The charge-discharge system according to claim 24, wherein,
said control unit is configured, when said request for discharge is
newly obtained during said charging operation, so as to continue
said charging operation in a case in which said charging operation
was started based on said request for charge supplied from said
management section, and so as to realize said charge-discharge stop
state in a case in which said charging operation was started based
on a request for charge other than said request for charge supplied
from said management section.
26. The charge-discharge system according to claim 24, wherein,
said control unit is configured, when said request for charge is
newly obtained during said discharging operation, so as to continue
said discharging operation in a case in which said discharging
operation was started based on said request for discharge supplied
from said management section, and so as to realize said
charge-discharge stop state in a case in which said discharging
operation was started based on a request for discharge other than
said request for discharge supplied from said management section.
Description
TECHNICAL FIELD
[0001] The present invention relates to a vehicle having an
electric storage section, which can be charged with an electric
power supplied from an external power supply (source) and can be
discharged by supplying an electric power to an external electric
load, and relates to a charge-discharge system including the
vehicle and an energy management equipment.
BACKGROUND ART
[0002] Conventionally, there has been known a charge-discharge
system, which can charge an electric storage device mounted on a
vehicle with (by) an electric power supplied from a power source
(supply) external to the vehicle, and which can supply an electric
power from the electric storage device mounted on the vehicle to an
electric load external to the vehicle (including an electric
storage device external to the vehicle, and the like). Supplying
the electric power from the electric storage device mounted on the
vehicle to the electric load external to the vehicle means
discharging in terms of the electric storage device mounted on the
vehicle. Accordingly, in the present specification, supplying the
electric power to the electric load external to the vehicle may be
expressed as "discharging to the electric load external to the
vehicle." Further, the electric storage device mounted on the
vehicle may also be referred to as a "vehicle electric storage
device", and the electric storage device external to (outside of)
the vehicle may also be referred to as en "external electric
storage device," Furthermore, the power source (supply) external to
(outside of) the vehicle may also be simply referred to as an
"external power source", and the electric load external to (outside
of) the vehicle" may also be simply referred to as an "external
electric load." The external electric storage device can be the
external electric load as well as the external power source.
[0003] In the charge-discharge system described above, a control
unit of the vehicle (control device mounted on the vehicle)
controls the charge of the vehicle electric storage device using
the electric power supplied from the external power source and the
discharge of (from) the vehicle electric storage device to the
external electric load.
[0004] Accordingly, the control unit of the vehicle needs to
recognize/determines whether the charge of the vehicle electric
storage device should be carried out using the electric power
supplied from the external power source (that is, request for
charge is being generated) or the discharge of (from) the vehicle
electric storage device to the external electric load should be
carried out (that is, request for discharge is being
generated).
[0005] One of known arts is configured so as to supply the electric
power from the external power supply to the vehicle electric
storage device in response to a request from the vehicle, and so as
to supply the electric power from the vehicle electric storage
device to the external electric load in response to a request from
an external equipment (e.g., device disposed inside of a house)
(refer to Japanese Patent Application Laid-Open (kokai) No.
2009-303483).
SUMMARY OF THE INVENTION
[0006] Incidentally, for example, in a case in which the control
unit of the vehicle is performing an operation (charging operation)
to charge the vehicle electric storage device using the electric
power supplied from the external power supply, and thus, the
external power supply is supplying the electric power to the
vehicle electric storage device, the control unit of the vehicle
starts to supply the electric power from the vehicle electric
storage device to the external electric load when the control unit
of the vehicle falsely recognizes that the request for discharge
has been generated for some reason. As a result, an electric power
interference occurs.
[0007] A vehicle according to the present invention is made to cope
with the problem described above.
[0008] More specifically, the vehicle according to the present
invention comprises:
[0009] an electric storage section which can be charged using an
electric power supplied from an external power supply and can be
discharged by supplying the electric power to an external electric
load; and
[0010] a control unit which performs a charging operation to charge
the electric storage section using the electric power supplied from
the external power supply in response to (in accordance with) an
obtained request for charge, and performs a discharging operation
to supply the electric power from the electric storage section to
the external electric load in response to (in accordance with) an
obtained request for discharge.
[0011] Further, in the present invention, the control unit is
configured so as to stop the charging operation to realize a
charge-discharge stop state in which neither the charging operation
nor the discharging operation is performed, when the control unit
newly obtains the request for discharge while the charging
operation is being performed.
[0012] According to this configuration, the electric power
interference does not occur, because the electric power is not
started to be supplied from the vehicle electric storage device
while the external power supply is supplying the electric power to
the vehicle electric storage device (i.e., during the charging
operation).
[0013] One of aspects of the present invention, the control unit is
configured, when the control unit newly obtains the request for
discharge during the charging operation, so as to determine whether
or not the control unit needs to continue the charging operation,
so as to continue the charging operation when it determines that it
needs to continue the charging operation, and so as to realize the
charge-discharge stop state when it determines that it does not
need to continue the charging operation.
[0014] For example, the configuration described above makes it
possible to continue the charging operation by providing a priority
to the request for charge which has previously arrived, or to start
the discharging operation after reconfirming the request for
discharge by providing a priority to the request for discharge
which has newly arrived. Accordingly, it can be avoided to
unnecessarily stop the charging operation, and an occurrence of the
electric power interference can be avoided even when the control
unit falsely recognizes that the request for discharge has newly
been generated.
[0015] The vehicle configured as described above can exert a
superior effect, for example, if an "energy management equipment
(system)" external to the vehicle, such as the HEMS (Home Energy
Management System) or the BEMS (Building Energy Management System),
is configured so as to provide the request for charge and the
request for discharge to the control unit of the vehicle, so as to
connect the external power supply to the vehicle electric storage
device when the equipment provides the request for charge to the
control unit of the vehicle, and so as to connect the external
electric load to the vehicle electric storage device when the
equipment provides the request for discharge to the control unit of
the vehicle.
[0016] That is, for example, the electric power interference
occurs, when the control unit of the vehicle falsely recognizes
that the request for discharge has been generated for some reason,
and thus, starts the discharging operation to supply the electric
power from the vehicle electric storage device to the external
electric load, in a case in which the energy management equipment
is actually providing the request for charge to the control unit of
the vehicle, and therefore, the external power supply is being
connected to the vehicle electric storage device.
[0017] In contrast, the vehicle configured as described above can
continue the charging operation by regarding the request for
discharge which is newly obtained as a request due to a false
recognition, in a case in which the charging operation was started
based on (in response to) the request from the energy management
equipment (system). In other words, if the energy management
equipment is made configured to provide the request for discharge
to the control unit of the vehicle after providing a "request for
stopping charging" to the control unit of the vehicle when it try
to provide the request for discharge after providing the request
for charge, the request for discharge can be treated as one due to
the false recognition when the control unit of the vehicle newly
obtains the request for discharge during the charging operation
which the control unit started in response to the request for
charge from the energy management equipment. Accordingly, it can be
avoided to unnecessarily stop the charging operation which was
started in response to the request for charge from the energy
management equipment, and the occurrence of the electric power
interference can be avoided even when the control unit falsely
recognizes that the request for discharge has newly been
generated.
[0018] Further. In another aspect of the vehicle according to the
present invention,
[0019] when the control unit obtains the request for charge or the
request for discharge in the charge-discharge stop state, the
control unit may be configured so as to start the charging
operation or the discharging operation in response to the newly
obtained request.
[0020] This makes it possible to confirm that the request for
discharge is not a request due to the false recognition, and to
start the discharging operation after the charging operation
without the electric power interference.
[0021] Further, in one of aspects of the vehicle according to the
present invention, the control unit of the vehicle may be
configured so as to receive the request for charge and the request
for discharge from the energy management equipment external to
(outside of) the vehicle.
[0022] According to the configuration described above, in a case in
which the energy management equipment is configured so as to
provide the request for charge or the request for discharge" to the
control unit of the vehicle, so as to connect the external power
supply to the vehicle electric storage device when it provides the
request for charge to the control unit of the vehicle, and so as to
connect the external electric load to the vehicle electric storage
device when it provides the request for discharge to the control
unit of the vehicle, the occurrence of the electric power
interference can be avoided even when the control unit falsely
recognizes that the request for discharge has newly been generated
during the charging operation.
[0023] Further, the control unit may be configured so as to
generate the request for charge based on a state of the electric
storage section. This configuration can maintain the charging state
of the electric storage section at a desirable condition while
avoiding the occurrence of the electric power interference.
[0024] Further, the vehicle of the present invention can cope with
a case in which the new request for charge is obtained during the
discharging operation.
[0025] That is, the vehicle according to the present invention may
comprise:
[0026] an electric storage section which can be charged using an
electric power supplied from an external power supply and can be
discharged by supplying the electric power to an external electric
load; and
[0027] a control unit which performs a charging operation to charge
the electric storage section using the electric power supplied from
the external power supply in response to (in accordance with) an
obtained request for charge, and performs a discharging operation
to supply the electric power from the electric storage section to
the external electric load in response to (in accordance with) an
obtained request for discharge;
[0028] wherein,
[0029] the control unit is configured so as to stop the discharging
operation to realize a charge-discharge stop state in which neither
the charging operation nor the discharging operation is performed,
when the control unit newly obtains the request for charge while
the discharging operation is being performed.
[0030] When the control unit of the vehicle falsely recognizes that
the request for charge has been generated for some reason, and
thus, immediately starts the charging operation while the
discharging operation is being performed, the external electric bad
is made connected to the vehicle electric storage device.
Accordingly, if the external electric bad is the external power
supply, the external power supply is enforced to be discharged
unexpectedly.
[0031] In contrast, the vehicle of the present invention configured
as described above can avoid the occurrence of such a state.
[0032] In this case, the control unit may be configured, when the
control unit newly obtains the request for charge during the
discharging operation, so as to determine whether or not the
control unit needs to continue the discharging operation, so as to
continue the discharging operation when it determines that it needs
to continue the discharging operation, and so as to realize the
charge-discharge stop state when it determines that it does not
need to continue the discharging operation.
[0033] For example, the configuration described above makes it
possible to continue the discharging operation by providing a
priority to the request for discharge which has previously arrived,
or to start the charging operation by providing a priority to the
request for discharge which has newly arrived, but after
reconfirming the request for charge. Accordingly, when the external
electric load is the external electric storage device, it can be
avoided for the external electric storage device to be discharged
unexpectedly.
[0034] In the aspect described above, when the control unit obtains
the request for charge or the request for discharge in the
charge-discharge stop state, the control unit may be configured so
as to start the charging operation or the discharging operation in
response to the newly obtained request.
[0035] This makes it possible to confirm that the request for
charge is not a request due to the false recognition, and to start
the charging operation after the discharging operation without the
electric power interference. Further, this can prevent the external
electric storage device from being unexpectedly discharged, in the
case in which the external electric bad is the external electric
storage device.
[0036] Further, in another of aspects of the vehicle according to
the present invention, the control unit may be configured so as to
receive the request for charge and the request for discharge from
the energy management equipment external to (outside of) the
vehicle.
[0037] According to the configuration described above, in a case in
which the energy management equipment is configured so as to
provide "the request for charge or the request for discharge" to
the control unit of the vehicle, so as to connect the external
power supply to the vehicle when it provides the request for charge
to the control unit of the vehicle, and so as to connect the
external electric load to the vehicle when it provides the request
for discharge to the control unit of the vehicle, it can be avoided
that the external electric bad stops its operation unexpectedly
even when the control unit falsely recognizes that the request for
charge has newly been generated during the discharging
operation.
[0038] Further, the control unit may be configured so as to
generate the request for charge based on the state of the electric
storage section. This configuration can maintain the charging state
of the electric storage section at a desirable condition.
[0039] In addition, the present invention can be applied to a
charge-discharge system including the vehicle as described above
and the energy management equipment (system).
[0040] That is, the charge-discharge system according to the
present invention including a vehicle and an energy management
equipment, wherein,
[0041] the vehicle includes:
[0042] an electric storage section which can be charged using an
electric power supplied from an external power supply and can be
discharged by supplying the electric power to an external electric
load; and
[0043] a control unit which performs a charging operation to charge
the electric storage section using the electric power supplied from
the external power supply in response to (in accordance with) an
obtained request for charge, and performs a discharging operation
to supply the electric power from the electric storage section to
the external electric load in response to (in accordance with) an
obtained request for discharge; and
[0044] the energy management equipment includes:
[0045] an electric power state change section which selectively
realizes one of an electric power supplying state in which the
electric power from the external power supply is capable of being
supplied to the electric storage section of the vehicle and an
electric power consuming state in which the electric power from the
electric storage section of the vehicle is capable of being
supplied to the external electric load; and
[0046] a management section which provides the request for charge
or the request for discharge to the control unit of the vehicle,
makes the electric power state change section realize the electric
power supplying state when it provides the request for charge to
the control unit, and makes the electric power state change section
realize the electric power consuming state when it provides the
request for discharge to the control unit;
[0047] wherein,
[0048] the control unit of the vehicle is configured so as to stop
the charging operation to realize a charge-discharge stop state in
which neither the charging operation nor the discharging operation
is performed when the control unit newly obtains the request for
discharge while the charging operation is being performed, and so
as to stop the discharging operation to realize the
charge-discharge stop state when the control unit newly obtains the
request for charge while the discharging operation is being
performed, and
[0049] the management section of the energy management equipment is
configured so as to provide a request to stop the charging
operation to the control unit before providing the request for
discharge in a case in which it provides the request for discharge
to the control unit after providing the request for charge to the
control unit, and so as to provide a request to stop the
discharging operation to the control unit before providing the
request for charge in a case in which it provides the request for
charge to the control unit after providing the request for
discharge to the control unit.
[0050] According to the system described above, the energy
management equipment provides the request to stop the discharging
operation or the charging operation to the control unit when it
switches over form the request for charge to the request for
discharge, or vice versa. Therefore, the occurrence of the electric
power interference, etc. can be avoided when an operation is
changed from the charging operation to the discharging operation,
or vice versa (based on the proper request from the energy
management equipment).
[0051] Further, it is preferable that the control unit of the
vehicle (of the charge-discharge system) be configured, when the
request for discharge is newly obtained during the charging
operation, so as to continue the charging operation in a case in
which the charging operation was started based on (in response to)
the request for charge supplied from the management section, and so
as to realize the charge-discharge stop state in a case in which
the charging operation was started based on (in response to) the
request for charge supplied from other than the management
section.
[0052] As described above, the energy management equipment provides
the request to stop the charging operation to the control unit of
the vehicle when the energy management equipment switches over the
request from the request for charge to the request for discharge.
Accordingly, the control unit of the vehicle can determine that,
when the request for discharge is newly obtained during the
charging operation, the request for discharge is not the request
from the energy management equipment. Further, if the charging
operation which is being performed at the present point in time was
caused by the request from the energy management equipment, it is
fair/proper to determine that the energy management equipment
maintains the "electric power supplying state in which the electric
power from the external power supply is capable of being supplied
to the electric storage section of the vehicle." In view of the
above, the configuration described above can avoid the occurrence
of the electric power interference without stopping unnecessarily
the charging operation.
[0053] Further, it is preferable that the control unit of the
vehicle (of the charge-discharge system) be configured, when the
request for charge is newly obtained during the discharging
operation, so as to continue the discharging operation in a case in
which the discharging operation was started based on (in response
to) the request for discharge supplied from the management section,
and so as to realize the charge-discharge stop state in a case in
which the discharging operation was started based on (in response
to) the request for discharge supplied from other than the
management section.
[0054] As described above, the energy management equipment provides
the request to stop the discharging operation to the control unit
of the vehicle when the energy management equipment switches over
the request from the request for discharge to the request for
charge. Accordingly, the control unit of the vehicle can determine
that, when the request for charge is newly obtained during the
discharging operation, the request for charge is not the request
from the energy management equipment. Further, if the discharging
operation which is being performed at the present point in time was
caused by the request from the energy management equipment, it is
fair/proper to determine that the energy management equipment
maintains the "electric power consuming state in which the electric
power from the electric storage section of the vehicle is capable
of being supplied to the external electric load." In view of the
above, the configuration described above can avoid stopping
supplying the electric power to the external device.
BRIEF DESCRIPTION OF THE DRAWINGS
[0055] The above and other objects, aspects, features and
advantages of the present invention will become more apparent from
the following detailed description when taken in conjunction with
the accompanying drawings, in which:
[0056] FIG. 1 is a schematic view of a charge-discharge system
according to an embodiment of the present invention;
[0057] FIG. 2 is a schematic circuit diagram of the
charge-discharge system shown in FIG. 1;
[0058] FIG. 3 is a schematic enlarged circuit diagram of the
control device and the inlet, shown in FIG. 2, included in the
vehicle;
[0059] FIG. 4 is a schematic enlarged circuit diagram of the power
cable and the plug-in station, shown in FIG. 2;
[0060] FIG. 5 is a schematic enlarged circuit diagram of the HEMS
and the external power supply, shown in FIG. 2;
[0061] FIG. 6 is a process chart during discharging operation of
the charge-discharge system shown in FIG. 2;
[0062] FIG. 7 is a flowchart showing a routine executed by the CPU
of the first electronic control unit shown in FIG. 2;
[0063] FIG. 8 is a process chart during discharging operation of
the charge-discharge system shown in FIG. 2;
[0064] FIG. 9 is a process chart during charging operation of the
charge-discharge system shown in FIG. 2;
[0065] FIG. 10 is a process chart during charging operation of the
charge-discharge system shown in FIG. 2;
[0066] FIG. 11 is a flowchart showing a routine executed by the CPU
of the first electronic control unit shown in FIG. 2; and
[0067] FIG. 12 is a flowchart showing a routine executed by the CPU
of a modification of the first electronic control unit shown in
FIG. 2;
DESCRIPTION OF THE EMBODIMENT TO CARRY OUT THE INVENTION
[0068] An embodiment of a charge-discharge system in accordance
with the present invention will now be described with reference to
the drawings. The charge-discharge system includes at least a
vehicle and an energy management equipment (system). The
charge-discharge system is a system which can supply an electric
power from a vehicle (on-board) electric storage section to an
external electric load which may include external (off-board)
electric storage device, and can charge the vehicle electric
storage section using an electric power supplied from an external
power supply (source) which may include an external electric
storage device. It should be noted that the vehicle electric
storage section may include a "vehicle electric storage device
which is mounted on the vehicle and can be charged with (using) an
electric power supplied from the external power supply (and a
generator mounted on the vehicle)" and a "generator which is
mounted on the vehicle and generates an electric power to charge
the vehicle electric storage section", or may include the vehicle
electric storage device only.
(Outline of Structure)
[0069] As shown in FIG. 1, the charge-discharge system CDS is
configured to include a vehicle 10, a power cable 20, a plug-in
station 30, a HEMS 40, and a commercial power supply 50.
[0070] The vehicle 10 includes an electric storage device 11,
control unit (control device) 12, and an inlet 13.
[0071] The electric storage device 11 is an electric power storage
component. The electric storage device 11 is therefore capable of
being charged with (or using) an electric power supplied from an
external power supply. The electric storage device 11 is capable of
supplying an electric power to an external electric load. The
electric storage device 11 is a lithium-ion battery, in the present
example. The electric storage device 11 can be a secondary battery
other than the lithium-ion battery, such as a nickel hydride
battery and a lead battery, and also be a storage component which
is chargeable-and-dischargeable. The electric storage device 11 may
be referred to as a "vehicle (on-board) electric storage device 11"
to be distinguished from an electric storage device external to (or
outside of) the vehicle.
[0072] As described later in detail, the control unit 12 is an
electric circuit, including a plurality of electronic control units
(ECU) each of which includes a microcomputer; various sensors; a
DC/AC converter; an AC/DC converter; relays; and so on. The control
unit 12 controls a charge of the electric storage device 11 with
(or using) the electric power supplied from the external power
supply and a discharge of the electric storage device 11 by
supplying the electric power to the external electric load (i.e.,
it controls discharge and charge of the electric storage device
11). The control of the charge-and-discharge means a control of an
electric power or the like relating to the charge-and-discharge,
such as start or stop of the charge, start or stop of the
discharge, prohibition of the charge when a charge current is
excessive, and prohibition of the discharge when a discharge
current is excessive.
[0073] That is, the control unit 12 is able to:
[0074] perform a charging operation to charge the electric storage
device 11 using the electric power supplied from the external power
supply, in response to (in accordance with) a request for charge
described later;
[0075] perform a discharging operation to supply the electric power
to the external electric load from the electric storage device 11,
in response to (in accordance with) a request for discharge
described later; and
[0076] realize a charge-discharge stop state in which neither
charging the electric storage device 11 using the electric power
supplied from the external power supply nor discharging the
electric storage device 11 by supplying the electric power to the
external electric load is performed. It should be noted that the
control unit 12 may be referred to as a "vehicle (on-board) control
unit 12" to be distinguished from a control device external to (or
outside of) the vehicle.
[0077] The inlet 13 is configured so as to be capable of being
connected with a connector 21 which is provided at one of ends of
the power cable 20. The configurations including shapes and
arrangements of end terminals of the inlet 13 and the connector 21
are compliant with (in conformity to), for example,
(1) "SAE Electric Vehicle Conductive Charge Coupler" (United States
of America), (SAE Standards. SAE international, Novemeber, 2001,
United States of America Standard SAEJ1722); (2) "General
requirements of conductive charge system for an electric vehicle"
(Japan electric vehicle standard), Mar. 29, 2001;
(3) International Standard IEC 61851:
[0078] and so on. It should be noted that those are the standards
that can be applied when the charge of the electric storage device
11 using the external power supply is carried out. In contrast, the
charge-discharge system according to the present embodiment
performs not only charging but also discharging. Nevertheless, the
configurations including shapes and arrangements of end terminals
of the inlet 13 and the connector 21 are compliant with (in
conformity to) those standards. Accordingly, the inlet 13 can be
connected with an unillustrated power charge cable having a
conventional connector (connector for charge) which is compliant
with (in conformity to) those known standards.
[0079] It should be noted that, in the present example, the vehicle
10 is a hybrid vehicle comprising an internal combustion engine and
a motor-generator as vehicle drive sources. However, as long as the
vehicle 10 is a vehicle which can run using the electric power from
the electric storage device 11 the structure is not limited.
Accordingly, the vehicle 10 may be a vehicle mounting the electric
storage device 11 and having an internal combustion engine only as
the vehicle drive source, a fuel-cell vehicle, an electric vehicle,
or the like.
[0080] The electric power cable (power cable) 20 comprises an
operating portion 22 at one of the ends. The connector 21 is
provided at a tip of the operating portion 22. The other one of the
ends of the power cable 20 is connected with the plug-in station
30. The power cable 20 is used during both charging and discharging
of the electric storage device 11.
[0081] The plug-in station 30 is located in the vicinity of a house
H. As described later in detail, the plug-in station 30 includes a
communication unit, a relay which selects either one of a power
charge line (power line for charging) and a power discharge line
(power line for discharging), a CPLT circuit (CPLT signal
generation circuit), and so on. The plug-in station 30 is connected
to the HEMS 40 through electric power lines including power charge
lines and the power discharge ones, and the signal lines.
[0082] The HEMS 40 is a home energy management system. As described
later in detail, the HEMS 40 in the present example includes an
electric storage device external to (or outside of) the vehicle
(hereinafter referred to as an "external electric storage device")
41, a computer 45, an AC/DC converter 42, a DC/AC inverter 43, a
short-circuit protection circuit 44, and the like (refer to FIG.
5).
[0083] The external electric storage device 41 is configured so as
to be capable of being charged and discharged. The external
electric storage device 41 is a lead battery in the present
example, however, the device 41 may be another type of secondary
battery or the like as long as it is a
rechargeable-and-dischargeable component. The external electric
storage device 41 is connected with the plug-in station 30 through
electric power lines. The external electric storage device 41 is
configured so as to be charged using the electric power supplied
from the vehicle electric storage device 11. Further, the external
electric storage device 41 is also a power source for an electric
power used in the house H as a home electric power.
[0084] The commercial power supply 50 includes a transformer 52
which converts a high voltage (e.g., 6600 V) electric power
transmitted through electric power transmission lines 51 from a
power plant and the like into a low voltage (e.g., 100 V or 200 V)
electric power. The electric power supplied from the commercial
power supply 50 is used as the home electric power in the home H,
and is further supplied to the external electric storage device 41
through the HEMS 40 so as to charge the external electric storage
device 41.
[0085] It should be noted that, in the present example, a photo
voltaic system including solar battery panels PV is provided to the
house H. An electric power generated by the photo voltaic system
can be used as the home electric power, and can be used to charge
the external electric storage device 41, similarly to the electric
power from the commercial power supply 50.
[0086] In the thus configured charge-discharge system, the vehicle
electric storage device 11 can be charged using the external power
supply and can supply the electric power from the vehicle electric
storage device 11 to the external electric load, in a state in
which the connector 21 of the power cable 20 is connected with the
inlet 13 of the vehicle. It should be noted that the external power
supply includes the commercial power supply 50, the photo voltaic
system, and the like. The external electric load includes the
external electric storage device 41, the electric home appliances,
and the like, used in the house H. Further, the external electric
storage device 41 can also be configured so as to be used as the
external power supply.
[0087] Details of the charge-discharge system will next be
described. It should be noted that each component which is the same
as the component which has already been described is given the same
numeral as one given to such a component.
[0088] As shown in FIG. 2 which shows an overall view and in FIG. 3
which shows an enlarged view, the vehicle 10 includes the vehicle
electric storage device 11, the control unit 12, and the inlet 13,
described above. Further, the vehicle 10 includes a pair of power
lines (charge-and-discharge common power lines) PWk commonly used
for charge-and-discharge shown by bold lines in FIG. 3, a pair of
power lines (charge power lines) PWj used for charge shown by
double solid lines in FIG. 3, and a pair of power lines (discharge
power lines) PWh used for discharge shown by double broken lines in
FIG. 3.
[0089] The control unit 12 includes a charge section 121, a
discharge section 122, a PLC unit 123, and a vehicle control
section 124.
[0090] The charge section 121 includes a battery charger 121a, a
charge relay 121b, and a first electronic control unit 121c.
[0091] The battery charger 121a is connected with a pair of
alternate current input-output terminals ACIH, ACIC of the inlet 13
through (via) the charge-and-discharge common power lines PWk and
the charge power lines PWj. The battery charger 121a includes an
unillustrated boosting transformer and an unillustrated AC/DC
converter, and is configured so as to convert an AC power between
the alternate current input-output terminals ACIH and ACIC into a
DC power so that the battery charger 121a outputs the converted DC
power to each of input terminals of the charge relay 121b.
[0092] The battery charger 121a includes a voltage sensor 121d and
a current/voltage sensor 121e. The voltage sensor 121d measures a
voltage VAC of the AC power which is input to the battery charger
121a, and outputs the voltage VAC to the first electronic control
unit 121c. The current/voltage sensor 121e measures a current ICHG
and a voltage VCHG of the DC power which is output between input
terminals of the charge relay 121b, and output them to the first
electronic control unit 121c, The battery charger 121a receives
control signals from the first electronic control unit 121c, and
converts, in response to (based on) the control signals, the AC
power into the DC power which is to be supplied to the vehicle
electric storage device 11.
[0093] The charge relay 121b is provided on (inserted into) the
charge power lines PWj between the battery charger 121a and the
vehicle electric storage device 11. The charge relay 121b opens its
relay contacts in response to (based on) the control signal CHRB
from the first electronic control unit 121c, and closes the relay
contacts in response to (based on) the control signal CHRG from the
first electronic control unit 121c. When the relay contacts of the
charge relay 121b are opened, charging the vehicle electric storage
device 11 (supplying the electric power to the vehicle electric
storage device 11) is stopped. When the relay contacts of the
charge relay 121b are closed, the vehicle electric storage device
11 is charged.
[0094] The first electronic control unit (first ECU) 121c is
connected with a PISW terminal of the inlet 13 through (via) a
connection line P. It should be noted that a constant voltage VS is
applied to the connection line P. The connection line P is
connected with a GND terminal connected to a ground point in the
vehicle through (via) a resistor R1. The first electronic control
unit 121c is connected with a CPLT terminal of the inlet 13 through
(via) a connection line C. An unillustrated resistor is connected
to the connection line C so as to lower (decrease) a voltage at the
CPLT terminal from V1 to V2 when the connector 21 is made connected
with the inlet 13. The first electronic control unit 121c is
connected with the PLC unit 123 and a second electronic control
device 124a through (via) a communication line of a CAN (control
area network).
[0095] The first electronic control unit 121c is configured so as
to send a control signal SW to a DC/AC inverter 122a of the
discharge section 122 described later. Further, the first
electronic control unit 121c is configured so as to send control
signals ACR1, ACR2 to a discharge relay (relay for discharge) 122b
of the discharge section 122 described later.
[0096] The discharge section 122 includes a DC/AC inverter 122a,
the discharge relay 122b, and a fuse 122c.
[0097] The DC/AC inverter 122a is connected with a positive
electrode and a negative electrode of the vehicle electric storage
device 11 through (via) the discharge power lines PWh. The DC/AC
inverter 122a is configured so as to convert a DC power between the
positive electrode and the negative electrode of the vehicle
electric storage device 11 into an AC power (e.g., AC 100 V or AC
200 V) so that the DC/AC inverter 122a outputs the converted AC
power to each of input terminals of the discharge relay 122b, The
fuse 122c is provided to (inserted in) the discharge power line PWh
between the DC/AC inverter 122a and the positive electrode of the
vehicle electric storage device 11.
[0098] The discharge relay 122b is provided on (inserted in) the
discharge power lines PWh in series, the lines PWh connecting
between the charge-and-discharge common power lines PWk and output
terminals of the DC/AC inverter 122a, The discharge relay 122b
opens its relay contacts in response to a control signal ACR1 from
the first electronic control unit 121c, and doses the relay
contacts in response to a control signal ACR2 from the first
electronic control unit 121c. When the relay contacts of the
discharge relay 122b are opened, discharging the vehicle electric
storage device 11 (supplying the electric power to the external
electric load) is stopped. When the relay contacts of the discharge
relay 122b are dosed, the discharge of (from) the vehicle electric
storage device 11 is carried out.
[0099] The PLC unit 123 is a unit carrying out a power line
communication, That is, the PLC unit 123 is a unit which exchanges
information using communication signals transmitted through (via)
the power lines. The PLC unit 123 is also referred to as a "second
communication unit 123" or a "on-board communication unit 123", for
convenience. The PLC unit 123 is connected with a pair of the
alternate current input-output terminals ACIH and ACIC of the net
13 through (via) a transformer (voltage transformer) 123a. This
allows the PCL unit 123 to receive the communication signals
transmitted to a pair of the alternate current input-output
terminals ACIH and ACIC. The PLC unit 123 is configured so as to
send the received communication signals to the first electronic
control unit 121c. Further, the PCL unit 123 is configured so as to
send, in response to (based on) an instruction from the first
electronic control unit 121c, communication signals which convey
certain information to a pair of the alternate current input-output
terminals ACIH and ACIC.
[0100] The vehicle control section 124 (second ECU) includes the
second electronic control device 124a, engine actuators, a boosting
converter, an inverter for a first motor generator, and an inverter
for a second motor generator. The second electronic control unit
124a can vary an output power of an unillustrated internal
combustion engine by controlling the engine actuators, such as fuel
injectors, and an throttle valve actuator. The second electronic
control device 124a can control an output torque and a rotational
speed of each of the first motor generator and the second motor
generator, by controlling the boosting converter, the inverter for
the first motor generator, and the inverter for the second motor
generator. Accordingly, the second electronic control device 124a
can generate a driving force for the vehicle 10 from the internal
combustion engine and the second motor generator while operating
the internal combustion engine at a maximum efficiency. Further,
the second electronic control device 124a can charge the vehicle
electric storage device 11 by driving the first motor generator and
the like using the engine. Details of those controls are described
in, for example, Japanese Patent Application Laid-Open (kokai) Nos.
2009-126450 (United State Patent publication US2010/0241297), and
Japanese Patent Application Laid-Open (kokai) No. H9-308012 (U.S.
Pat. No. 6,131,680, filed on Mar. 10 of 1997). Those are
incorporated by reference in the present specification. In
addition, the second electronic control device 124a can generate an
electric power using the first motor generator and so on in
response to (based on) the signal (request signal for power
generation) obtained through the CAN from the first electronic
control unit 121c, and can supply the generated electric power to
the external electric load through (via) the discharge section 122,
the inlet 13, and so on, even while the vehicle 10 is stopped.
[0101] The inlet 13 is provided at a side panel or the like of the
vehicle 10. As described above, the inlet 13 has the shape that
allows the connector 21 of the power cable 20 to be connected with
the inlet 13. The inlet 13 includes the PISW terminal (receiving
side PISW terminal, inlet side PISW terminal), the CPLT terminal
(receiving side CPLT terminal, inlet side CPLT terminal), the ACIH
terminal (inlet side ACIH terminal), the ACIC terminal (inlet side
ACIC terminal), and the GND terminal (inlet side GND terminal).
[0102] As shown in FIG. 2 which shows the overall view and in FIG.
4 which shows an enlarged view, the power cable 20 includes the
connector 21, a control pilot line (CPLT signal line) 23, a pair of
power lines 24, 25, and a grounding line (wire) 26.
[0103] The connector 21 is connected with each one of ends of the
control pilot line (CPLT signal line) 23, a pair of the power lines
24, 25, and the grounding line 26 (i.e., one of the ends of the
power cable). The connector 21 includes the PISW terminal (sending
side PISW terminal, cable side PISW terminal), the CPLT terminal
(sending side CPLT terminal, cable side CPLT terminal, specific
terminal), the ACIH terminal (cable side ACIH terminal), the ACIC
terminal (cable side ACIC terminal), and the GND terminal (cable
side GND terminal).
[0104] When the connector 21 is physically connected with the inlet
13,
[0105] the sending side PISW terminal of the connector 21 is
physically and electrically connected with the receiving side PISW
terminal of the inlet 13,
[0106] the sending side CPLT terminal of the connector 21 is
physically and electrically connected with the receiving side CPLT
terminal of the inlet 13,
[0107] the cable side ACIH terminal of the connector 21 is
physically and electrically connected with the inlet side ACIH
terminal of the inlet 13,
[0108] the cable side ACIC terminal of the connector 21 is
physically and electrically connected with the inlet side ACIH
terminal of the inlet 13 and
[0109] the cable side GND terminal of the connector 21 is
physically and electrically connected with the inlet side GND
terminal of the inlet 13.
[0110] A resistance circuit formed of a resistor R2 and a resistor
R3 connected with each other in series is connected between the
sending side PISW terminal of the connector 21 and the sending side
(cable side) GND terminal of the connector 21.
[0111] The connector 21 further includes a switch SW1. The switch
SW1 is configured so as to open and close in accordance with a
fitting state between the connector 21 and the inlet 13, when
convex portions of a locking mechanism of the connector 21 fits
with corresponding concave portions of the inlet 13. Specifically,
the switch SW1 is configured so as to be dosed, when the connector
21 and the inlet 13 have not been fitted with each other (i.e., in
the non-fitting state). The switch SW1 is configured so as to be
opened, when the connector 21 and the inlet 13 are incompletely
fitted with each other so that each of the terminals of the
connector 21 and the each of the terminals of the inlet 13 are
electrically connected with each other, but the connector 21 and
the inlet 13 are not completely fitted with each other (i.e., in
the incomplete fitting state). Further, the switch SW1 is
configured so as to be closed again, when the connector 21 and the
inlet 13 are completely fitted with each other so that each of the
terminals of the connector 21 and the each of the terminals of the
inlet 13 are electrically connected with each other (i.e., in the
complete fitting state).
[0112] The control pilot line 23 is connected to the CPLT terminal
(sending side CPLT terminal).
[0113] The power line 24 is connected to the ACIH terminal (cable
side ACIH terminal).
[0114] The power line 25 is connected to the ACIC terminal (cable
side ACIC terminal).
[0115] The grounding wire 26 is connected to the GND terminal
(cable side GND terminal).
[0116] The plug-in station 30 includes power lines 31, 32, a PLC
unit 33, diverged power lines 31a, 32a, a charge-discharge
switching relay 34, and a CPLT circuit 35.
[0117] The power line 31 is connected with the power line 24 of the
power cable 20 and with one of a pair of discharge relays of the
charge-discharge switching relay 34.
[0118] The power line 32 is connected with the power line 25 of the
power cable 20 and with the other one of a pair of the discharge
relays of the charge-discharge switching relay 34.
[0119] The PLC unit 33 is a unit carrying out the power line
communication, similarly to the PCL unit 123. The PLC unit 33 is
provided on (inserted into) the power line 31 and the power line 32
(so as to be capable of providing communication signals to the
power line 31 and the power line 32). The PLC unit 33 is configured
so as to be able to communicate with a computer 45 of the HEMS 40
described later (refer to FIG. 5). The PLC unit 33 can send, in
response to an instruction from the computer 45 of the HEMS 40,
communication signals which convey certain information to the ACIH
terminal (cable side AICH terminal) and the ACID terminal (cable
side ACIC terminal) of the connector 21 through (via) the power
lines 31, 24 and the power lines 32, 25. Further, as described
above, the PLC unit 123 of the vehicle 10 can send the
communication signals which convey certain information to a pair of
the alternate current input-output terminals ACIH and ACIC.
Accordingly, the PCL unit 33 and the PLC unit 123 can exchange
information using the communication signals according to a
predetermined protocol. It should be noted that the PLC unit 33 may
also be referred to as a "first communication unit 33" or an
"external vehicle (off-board) communication unit 33."
[0120] The power line 31 diverges at a position between the PLC
unit 33 and the charge-discharge switching relay 34. The diverged
power line 31a from the power line 31 is connected to one of a pair
of charge relays of the charge-discharge switching relay 34.
[0121] The power line 32 diverges at a position between the PLC
unit 33 and the charge-discharge switching relay 34. The diverged
power line 32a from the power line 32 is connected to the other one
of a pair of the charge relays of the charge-discharge switching
relay 34.
[0122] A pair of the discharge relays of the charge-discharge
switching relay 34 are connected with a pair of discharge power
lines Ph (power lines Ph used for discharge) connected to the HEMS
40, as described later.
[0123] A pair of the charge relays of the charge-discharge
switching relay 34 are connected with a pair of charge power lines
Pj (power lines Pj used for charge) connected to the HEMS 40, as
described later.
[0124] The charge-discharge switching relay 34 works (operates) in
response to a switching signal sent form the computer 45 of the
HEMS 40. When a pair of the discharge relays of the
charge-discharge switching relay 34 close their contacts, a pair of
the charge relays of the charge-discharge switching relay 34 open
their contacts. In contrast, when a pair of the discharge relays of
the charge-discharge switching relay 34 open their contacts, a pair
of the charge relays of the charge-discharge switching relay 34
close their contacts. Further, the charge-discharge switching relay
34 is maintained at a state where all of its contacts are opened,
when neither the charge nor the discharge is carried out.
[0125] The CPLT circuit 35 is configured so as to provide (send) a
control pilot signal having a constant voltage or a duty cycle
(duty ratio) described later to the CPLT terminal (sending side
CPLT terminal) of the connector 21 through (via) the control pilot
line 23. It should be noted that the voltage generated by the CPLT
circuit 35 is equal to V1 (e.g. 12 V). Accordingly, a voltage of a
pulse of the duty signal generated by the CPLT circuit 35 is also
equal to V1, The CPLT circuit 35 is configured so as to be capable
of communicating with the computer 45 of the HEMS 40, so that it
can send (provide) a permissible current value (value of an
allowable current, current rating, rated ampacity) to the computer
45 of the HEMS 40.
[0126] As shown in FIG. 2 which shows the overall view and in FIG.
5 which shows an enlarged view, the HEMS 40 includes the external
electric storage device 41, the AC/DC converter 42, the DC/AC
inverter 43, the short-circuit protection circuit (NFB) 44, the
computer 45, and the input device 46.
[0127] As described above, the external electric storage device 41
is the secondary battery (lead battery, in the present example)
which can be charged using the electric power supplied from the
commercial power supply 50 and the electric power supplied from the
vehicle electric storage device 11.
[0128] The AC/DC converter 42 is connected with a pair of the
discharge power lines Ph connected to the charge-discharge
switching relay 34 of the plug-in station 30.
[0129] The DC/AC inverter 43 is connected with the AC/DC converter
42 through (via) power lines Pd.
[0130] The short-circuit protection circuit (NFB) 44 is inserted
between the DC/AC inverter 43 and power lines ACL which transmit an
AC power supplied from the external power supply 50 through (via) a
distribution switchboard 61.
[0131] The computer 45 is connected with the AC/DC converter 42,
the DC/AC inverter 43, and the short-circuit protection circuit
(NFB) 44, and sends the instruction signals to them or monitors
theft operation states.
[0132] The computer 45 is further configured so as to store
information which is input by the user through the input device
46.
[0133] The house H is configured so as to supply the electric power
(AC 200V) on the power lines ACL to the electric home appliance 73
through, for example, an earth leakage breaker (ELM 71 and a
short-circuit protection circuit (NFB) 72, and so as to supply the
electric power (AC 100V) on the power lines ACL to the electric
home appliance 75 through the earth leakage breaker 71 and a
short-circuit protection circuit 74.
[0134] The distribution switchboard 61 is configured so as to
output the low voltage electric power supplied from the commercial
power supply 50 through the transformer 52 onto the power lines
ACL. Further, the distribution switchboard 61 is configured so as
to output the low voltage electric power supplied from the
commercial power supply 50 through the transformer 52 onto the
charge power lines Pj connected to the charge-discharge switching
relay 34.
[0135] Operations (charging sequence and discharging sequence) of
the thus configured charge-discharge system CDS will next be
described. It should be noted that operations performed by the HEMS
40 are realized by executing processes by the computer 45, and
operations performed by the vehicle 10 are realized by executing
processes by the CPU of the first electronic control unit 121c.
<Discharging Sequence Using Communication>
[0136] The discharging sequence using the HEMS 40 will next be
described with reference to FIGS. 6 to 8. The HEMS 40 discharges
the electric storage device 11 using the communication
(communication signals) between the PLC unit 33 which is the
communication unit and the PLC unit 123 which is the communication
unit of the vehicle 10. This type of discharge is also referred to
as a "discharge (discharging) using communication",
hereinafter.
[0137] Firstly, the user connects the connector 21 of the power
cable 20 to the inlet 13 of the vehicle 10. As described above, the
switch SW1 is closed when the connector 21 and the inlet 13 have
not been fitted with each other (i.e., in the non-fitting state),
is opened when the connector 21 and the inlet 13 are incompletely
fitted with each other (i.e., in the incomplete fitting state), and
is closed again when the connector 21 and the inlet 13 are
completely fitted with each other (i.e., in the complete fitting
state).
[0138] When the resistance values of the resistor R1, R2, and R3
are R1, R2, and R3 (.OMEGA.), respectively, the resistance value
between the PISW terminal and the GND terminal is equal to Rn=R1
(.OMEGA.) in the non-fitting state, is equal to
Rh=R1(R2+R3)/(R1+R2+R3) (.OMEGA.) in the incomplete fitting state,
and is equal to Rf=R1R3/(R1+R3) (.OMEGA.) in the complete fitting
state. Accordingly, if the R1, R2, and R3 are appropriately set,
the resistance value between the PISW terminal and the GND terminal
lowers in a stepwise fashion from Rn to Rh, and then to Rf, as the
fitting state between the connector 21 and the inlet 13 proceeds
from the non fitting state to the incomplete fitting state, and
then to the complete fitting state. Therefore, the resistance value
between the PISW terminal and the GND terminal becomes the lowest
(minimum) value Rf when the connector 21 and the inlet 13 are
completely connected with each other.
[0139] Meanwhile, when the connector 21 and the inlet 13 are not
connected with each other, the CPLT circuit 35 generates the
constant voltage (non-oscillation) V1 (e.g., V1=12 V), That is, the
control pilot signal (CPLT signal) is equal to V1 which is
constant. When the connector 21 and the inlet 13 are completely
connected with each other, the voltage (potential) at the receiving
side CPLT terminal lowers/decreases to V2 (e.g., 9 V) smaller than
V1 owing to an unillustrated resistor provided in the inlet 13
(refer to step S1 in FIG. 6).
[0140] It should be noted that the first electronic control unit
121c which is in the sleep state may lowers the voltage of the CPLT
signal from V1 down to V2. In addition, the control device 12 may
include a circuit, which is provided separately from the first
electronic control unit 121c and is always supplied with the
electric power from the vehicle electric storage device 11, and the
circuit may detect a change in the resistance value between the
PISW terminal and the GND terminal and may lowers/decreases the
voltage of the control pilot signal (CPLT signal) from V1 down to
V2.
[0141] After the HEMS 40 confirms that the potential (voltage) of
the CPLT signal line 23 becomes V2 at step H1 of FIG. 6, the HEMS
40 oscillates the CPLT signal to have a duty cycle 5% at step H2.
Having the duty cycle of the CPLT signal be equal to 5% means
sending to the vehicle 10 a "request for starting the PLC
communication and a vehicle activating request (first electronic
control unit activating request)." It should be noted that the
standard defines that, when the duty cycle of the CPLT signal is
within 10% to 96%, the duty cycle indicates that there is/arises a
"usual request for charge without using the communication, which is
different from the charge-discharge owing to the communication of
the HEMS 40, and so on." Further, the standard defines that, when
the duty cycle of the CPLT signal is within 10% to 96%, the duty
cycle indicates a "permissible current value (current rating) of a
power charge cable connected with the inlet 13." That is, according
to the standards, in the case in which the duty cycle of the CPLT
signal is within 10% to 96%, the duty cycle has a predetermined
relation with the permissible current value of the power charge
cable.
[0142] The vehicle 10 activates the first electronic control unit
121c at step S2 to measure the duty cycle of the CPLT signal. The
process at this point in time corresponds to step 200 shown in FIG.
7. FIG. 7 is a flowchart showing operating procedure executed by
the vehicle 10 (CPU of the first electronic control unit 12). After
the vehicle 10 measures the duty cycle, the vehicle 10 proceeds to
step 205 shown in FIG. 7, at which the vehicle 10 determines
whether or not the measured duty cycle of the CPLT signal is 5%. At
the present point in time, the CPLT signal having the 5% duty cycle
is being sent from the HEMS 40. Accordingly, the vehicle 10 make a
"Yes" determination at step 205 to proceed to step 210, at which
the vehicle 10 establishes a PLC connection (makes a preparation to
enable the communication using the power line communication) (refer
to step S3 in FIG. 6). That is, the vehicle 10 establishes a
communication enabled state between the PLC unit (second
communication unit) 123 of the vehicle 10 and the PLC unit (first
communication unit) 33 of the plug-in station 30.
[0143] It should be noted that, if the duty cycle of the CPLT
signal is not 5% when the vehicle 10 executes the process of step
205 shown in FIG. 7, the vehicle makes a "No" determination at step
205 to proceed to step 215, at which it determines whether or not
the duty cycle of the CPLT signal is within 10 to 96%, That is, the
vehicle 10 determines whether or not the request for charge
according to the standard (i.e., request for charge without using
the communication) has been generated.
[0144] At this point in time, if the duty cycle of the CPLT signal
is within 10% to 96%, the vehicle 10 makes a "Yes" determination at
step 215 to proceed to step 220, at which it starts a charge
process based on the usual request for charge. In this case, the
vehicle 10 obtains, based on the duty cycle of the CPLT signal, the
permissible current value of the power charge cable connected with
the inlet 13 (in conformity to the known standard), and uses the
"obtained permissible current value of the power charge cable" for
a control for charging based on the usual request for charge at
step 220.
[0145] Further, if the duty cycle of the CPLT signal is not within
10 to 96% when the vehicle 10 executes the process of step 215
shown in FIG. 7, the vehicle 10 proceeds to step 295 to end the
process.
[0146] When the vehicle 10 proceeds to step 210 shown in FIG. 7, in
other words, when the vehicle 10 proceeds to step S3 shown in FIG.
6, the HEMS 40 also starts to establish the PLC connection, as
shown in step H3 in FIG. 6. Thereafter, the HEMS 40 detects an
establishment of the PLC communication at step H4. Similarly, the
vehicle 10 detects the establishment of the PLC communication at
step S4 shown in FIG. 6. This process corresponds to a "Yes"
determination at step 225 shown in FIG. 7.
[0147] For example, if the vehicle 10 can not confirm the
establishment of the PLC communication within a certain time, the
vehicle 10 makes a No determination at step 225 shown in FIG. 7 to
proceed step 295, at which it ends the present process tentatively.
In this case, the oscillation of the CPLT signal is stopped.
[0148] In a case in which both the vehicle 10 and the HEMS 40 have
detected the establishment of the PLC communication, the vehicle 10
notifies the HEMS 40 of vehicle information through the PLC
communication at step S5 shown in FIG. 6. For example, the vehicle
10 sends to the HEMS 40, a remaining capacity (or State of Charge,
SOC) of the vehicle electric storage device 11, a vehicle
identification number to identify the vehicle 10, and so on, as the
vehicle information.
[0149] The HEMS 40 detects (obtains) the vehicle information sent
from the vehicle 10 through the PLC communication at step H5.
[0150] Subsequently, the HEMS 40 notifies the vehicle 10 of HEMS
information using the PLC communication at step H6. For example,
the HEMS 40 notifies the vehicle 10 of the permissible current
value (current rating) of the power cable 20 which the HEMS 40 has
recognized (obtained) from the CPLT circuit of the plug-in station
30 and a rated voltage (voltage rating) of the HEMS 40. The vehicle
10 detects (obtains) the HEMS information sent through the PLC
communication from the HEMS 40 at step S6.
[0151] Subsequently, the HEMS 40 notifies the vehicle 10 of the
permissible current value (current rating) of the electric power
cable 20 using the CPLT signal, at step H7. More specifically, the
HEMS 40 oscillates the CPLT signal in such a manner that the duty
cycle of the CPLT signal is within 10% to 96% and corresponds to
the permissible current value (current rating) of the electric
power cable 20, using the CPLT circuit 35. The CPLT signal at this
point in time is a "specific signal", which is provided to the
vehicle 10 (in actuality, to the CPLT terminal of the inlet 13)
from the electric power cable 20, and which is to notify the
vehicle 10 of the permissible current value of the electric power
cable 20.
[0152] Further, the "relation between the duty cycle and the
permissible current value" in this case is the same as the
"relation between the duty cycle and the permissible current
value", which the CPLT circuit 35 uses/employs during the "charge
based on the usual request for charge" which does not depend on the
communication. In other words, the known "standard used (to be
applied) when the permissible current value of the power charge
cable is transmitted to the vehicle 10 using the CPLT signal upon
the usual request for charge without using the communication" is
also used/applied when the discharge based on the request for
discharge using the communication is carried out. It should be
noted that the voltage of the CPLT signal at this point in time
(pulse voltage of the duty signal) is equal to V2 (=9 V).
[0153] At step S7, the vehicle 10 obtains/detects the permissible
current value of the electric power cable 20 by converting the duty
cycle of the CPLT signal transmitted/sent through (via) the CPLT
signal line 23 into the "permissible current value of the electric
power cable 20" in conformity to (or according to) the standard
described above. The vehicle 10 uses the "permissible current value
of the electric power cable 20 based on the duty cycle of the CPLT
signal" obtained at step S7 or the "permissible current value of
the electric power cable 20 included in the HEMS information
transmitted from the HEMS 40 through the PLC communication"
obtained at step S6, whichever is smaller, if they are different
from each other, for a control of discharging. It should be noted
that the vehicle 10 may preferentially use the "permissible current
value of the electric power cable 20 obtained based on the duty
cycle of the CPLT signal" for the control of discharging
thereafter, if the "permissible current value of the electric power
cable 20 based on the duty cycle of the CPLT signal" obtained at
step S7 is different from the "permissible current value of the
electric power cable 20 included in the HEMS information
transmitted from the HEMS 40 through the PLC communication"
obtained at step S6.
[0154] Subsequently, at step H8, the HEMS 40 notifies the vehicle
10 of the request for discharge through (using) the PLC
communication. At step S8, the vehicle 10 detects the request for
discharge transmitted through (using) the PLC communication. It
should be noted that this process corresponds to a "No"
determination at "step 230 shown in FIG. 7 at which the vehicle 10
determines whether or not the request for charge has been
generated", and a "Yes" determination at "step 240 shown in FIG. 7
at which the vehicle 10 determines whether or not the request for
discharge has been generated." Thereafter, the vehicle 10 proceeds
to step 245 shown in FIG. 7 to execute the processes according to
the request for discharge using (by) the communication.
[0155] That is, at step S9 shown in FIG. 6, the vehicle 10 notifies
the HEMS 40 of discharge capability through (using) the PLC
communication. More specifically, the vehicle 10 sends to the HEMS
40, as the discharge capability, information including: whether or
not the discharge can be carried out at the present point in time;
whether the electric power which will be discharged is a DC power
or an AC power; the voltage, the current, and the frequency of the
electric power which will be discharged; whether the electric power
which will be discharged is a single-phase AC or a three-phase AC;
a maximum energy which the vehicle can discharge; and so on.
[0156] Subsequently, at step H9, the HEMS 40 determines details of
the request for discharge, based on the information on the
discharge capability transmitted through the communication from the
vehicle 10. Thereafter, at step H10, the HEMS 40 notifies the
vehicle 10 of the details of the request for discharge through the
PLC communication. The details of the request for discharge
includes: for example, whether the electric power which the HEMS 40
requires is a DC power or an AC power; the voltage, the current,
and the frequency of the electric power which the HEMS 40 requires:
whether the electric power which the HEMS 40 requires is a
single-phase AC or a three-phase AC; and so on.
[0157] At step S10, the vehicle 10 detects/obtains the request for
discharge sent through (using) the PLC communication from the HEMS
40. At step S11, the vehicle 10 determines whether or not the
request for discharge (details of the request for discharge) can be
satisfied, and notifies the HEMS 40 of a result of the
determination through (using) the PLC communication.
[0158] At step H11, the HEMS 40 detects/obtains the result of the
determination sent from the vehicle 10.
[0159] When the result of the determination indicates that the
request for discharge from the HEMS 40 can be satisfied, the
vehicle 10 notifies, using the CPLT signal line 23, the HEMS 40 of
information indicating that the vehicle 10 has completed a
preparation for discharge, at step S12 shown in FIG. 8. In
actuality, the first electronic control unit 121c turns on an
unillustrated switching element to lower the voltage (potential) at
the CPLT terminal (i.e., the potential of the connection line C)
from V2 to V3 (e.g., 6 V) which is smaller than V2.
[0160] When and after the HEMS 40 detects that the vehicle 10 has
completed the preparation for discharge through the CPLT signal
line 23, the HEMS 40 closes the discharge side contacts of the
charge-discharge switching relay 34 of the plug-in station 30 at
step H12, so as to connect the electric power lines 31, 32 with the
discharge power lines Ph.
[0161] Subsequently, at step H13, the HEMS 40 starts to have the
AC/DC converter 42 of the HEMS 40 generate its output.
[0162] Meanwhile, the vehicle 10 closes the discharge relay 122b at
step S13, and starts to have the DC/AC inverter 122a generate its
output at step S14. Those processes described above allow supplying
the electric power from the vehicle electric storage device 11 to
the external electric load (and/or the electric home appliances,
etc.) to the started. In other words, the vehicle electric storage
device 11 starts to be discharged.
[0163] The HEMS 40 and the vehicle 10 exchange information
concerning the output conditions with each other through the PLC
communication while the electric power is being supplied from the
vehicle electric storage device 11 to the external electric load
(i.e., during the discharge) (step H14 and step 615, shown in FIG.
8). It should be noted that the vehicle 10 (in actuality, the first
electronic control unit 121c) stops the operation of the DC/AC
inverter 122a when the discharge current flowing through the
electric power cable 20 exceeds the "obtained permissible current
value of the electric power cable 20" during the discharge is being
performed, and thereafter, opens the discharge relay 122b if
necessary, so as to stop the discharge.
[0164] Thereafter, when the HEMS 40 determines that the request for
discharge is over (step H15), the HEMS 40 notifies the vehicle 10
of request for stopping discharge through the CPLT signal line 23,
at step H16. More specifically, the HEMS 40 makes the CPLT circuit
35 stop the oscillation of the CPLT signal. At this point in time,
the voltage (potential) of the CPLT terminal of the inlet 13 (i.e.,
potential of the connection line C) is V3 (e.g., $ V).
[0165] When the vehicle 10 detects the request for stopping
discharge from the HEMS 40 at step S16, the vehicle 10 increases
(raises) the voltage (potential) of the CPLT terminal of the inlet
13 (i.e., potential of the connection line C) to V2 (e.g., 9 V) in
order to enter a state of discharge termination processes, at step
S17. It should be noted that the vehicle 10 can end/terminate the
discharge. In that case, the vehicle 10 may increase the voltage
(potential) of the CPLT terminal of the inlet 13 (i.e., potential
of the connection line C) to V2 (e.g., 9 V). Subsequently, the
vehicle 10 stops the operation of the DC/AC inverter 122a at step
S18.
[0166] Subsequently, the vehicle 10 determines whether or not the
discharge relay 122b has been welded at step S19 and step 320.
Specifically, the vehicle 10 waits for the output voltage of the
DC/AC inverter 122a to lower down to a prescribed value after
stopping the operation of the DC/AC inverter 122a, then closes one
of the contacts of the discharge relay 122b, and opens the other
one of the contacts of the discharge relay 122b when the output
voltage becomes a value equal to or lower than the prescribed
value, while operating the DC/AC inverter 122a. If the output of
the voltage sensor 121d of the battery charger 121a increases, the
vehicle 10 determines that the relay contact which is opened has
been welded.
[0167] Thereafter, the vehicle 10 opens the discharge relay 122b at
step S21, and makes the PLC unit 123 execute processes to terminate
the communication with the PLC unit 33 at step S22. Lastly, the
vehicle 10 shuts down the first electronic control unit 121c at
step 323 (the vehicle has the unit 121c enter into the sleep
state), It should be noted that when the CPLT signal starts to
oscillate (i.e., it changes into the duty signal) while the first
electronic control unit 121c is in the sleep state, the first
electronic control unit 121c boots up again (refer to step H2 and
step 32 shown in FIG. 6, step J2 and step T1 shown in FIG. 9).
[0168] After the HEMS 40 notifies the vehicle 10 of the request for
stopping discharge at step H16 shown in FIG. 8, the HEMS 40 stops
the operation of the AC/DC converter 42 of the HEMS 40 at step H17,
waits for a discharge circuit voltage (output voltage of the AC/DC
converter 42) to lower to a value equal to or lower than a
prescribed value at step H18, and opens the discharge side contacts
of the charge-discharge switching relay 34 at step H19. Thereafter,
the HEMS 40 makes the PLC unit 33 execute processes to terminate
the communication with the PLC unit 123 at step H20. Those
described are the operations during the discharge using the
communication.
<Charging Sequence Using Communication>
[0169] The charging sequence using the HEMS 40 will next be
described briefly with reference to FIGS. 9 and 10. The HEMS 40
charges the electric storage device 11 using the communication
(communication signals) between the PLC unit 33 and the PLC unit
123. This type of charge is also referred to as a "charge
(charging) using communication", hereinafter. It should be noted
that the charge of the electric storage device 11 which does not
depend on the communication is referred to as a "usual charge." A
description of the process which has already been described in the
description regarding the discharging sequence is simplified or
omitted, hereinafter.
[0170] Firstly, the user connects the connector 21 of the electric
power cable 20 to the inlet 13 of the vehicle 10. A way to detect
whether or not the connector 21 is in the complete fitting state is
the same as one used in the discharging sequence.
[0171] The HEMS 40 determines that the connector 21 has been
connected with the inlet 13 when it detects that the voltage of the
receiving side CPLT terminal has dropped from V1 to V2 (e.g., 9 V)
at step J1 shown in FIG. 9, oscillates the CPLT signal with a duty
cycle 5% at step J2, and sends to the vehicle 10, using the CPLT
signal line 23, "the request for starting the PLC communication and
the vehicle activating request (first electronic control unit
activating request)."
[0172] The vehicle 10 activates the first electronic control unit
121c and measures the duty cycle of the CPLT signal, at step T1
shown in FIG. 9. In this case, the duty cycle of the CPLT signal is
not within "10% to 96% to indicate the usual charge" which is
defined/prescribed in the standard, but is equal to "5% to indicate
the charge and discharge using the communication." Accordingly, the
vehicle 10 starts the PLC connection at step T2. Simultaneously,
the HEMS 40 starts the PLC connection at step J3. After both the
HEMS 40 and the vehicle 10 confirm that the PLC connection has been
established at step J4 and step T3, respectively, the vehicle 10
notifies the HEMS 40 of the vehicle information through the PLC
communication at step T4, similarly to step S5 shown in FIG. 6. The
HEMS 40 detects the vehicle information at step J5.
[0173] The HEMS 40 notifies the vehicle 10 of the HEMS information
through the PLC communication, at step J6. At this point in time,
the HEMS information does not include "information concerning a
permissible current value of the electric power cable 20," However,
the "information concerning the permissible current value of the
electric power cable 20" may be included in the HEMS information
which is transmitted through the PLC communication, as needed. At
step 15, the vehicle 10 detects/obtains the HEMS information.
[0174] Subsequently, the HEMS 40 notifies the permissible current
value (current rating) of the electric power cable 20 using the
CPLT signal, at step J7. In this case as well, the HEMS 40
oscillates the CPLT signal, using the CPLT circuit, in such a
manner that the duty cycle of the CPLT signal becomes within the
10% to 96% and is equal to a duty cycle prescribed/predetermined
with respect to the permissible current value of the electric power
cable 20 in conformity to the standard. In other words, the
standard to transmit the "permissible current value of the power
charge cable upon the usual request for charge which does not
depend on the communication" to the vehicle 10 using the CPLT
signal is also used upon the charge based on the request for charge
using the communication.
[0175] At step T6, the vehicle 10 obtains/detects the permissible
current value of the electric power cable 20 by converting the duty
cycle of the CPLT signal transmitted/sent through (via) the CPLT
signal line 23 into the "permissible current value of the electric
power cable 20" in conformity to (or according to) the standard
described above. Thereafter, at step J8, the HEMS 40 notifies the
vehicle 10 of the request for charge through (using) the PLC
communication. At step T7, the vehicle 10 detects the request for
charge transmitted through (using) the PLC communication. It should
be noted that this process corresponds to a "Yes" determination at
step 230 shown in FIG. 7. Thereafter, the vehicle 10 proceeds to
step 235 shown in FIG. 7 to execute the processes according to the
request for charge through the communication.
[0176] That is, at step T8 shown in FIG. 10, the vehicle 10
notifies the HEMS 40 of information indicating that the vehicle 10
has completed a preparation for charge using the CPLT signal line
23. In actuality, the first electronic control unit 121c lowers the
voltage (potential) at the CPLT terminal (i.e., the potential of
the connection line C) to V3 (e.g., 6 V) smaller than V2.
Thereafter, the vehicle 10 closes the charge relay 121b of the
vehicle 10 at step T9.
[0177] When and after the HEMS 40 detects that the vehicle 10 has
completed the preparation for charge, the HEMS 40 closes the charge
side contacts of the charge-discharge switching relay 34 of the
plug-in station 30 at step J9 shown in FIG. 10, so as to connect
the electric power lines 31a, 32a with the charge power lines Pj.
This starts the charge of the electric storage device 11 by (using)
the external power supply. During the charge of the electric
storage device 11 using the external power supply, the HEMS 40 and
the vehicle 10 exchange information concerning the output
conditions with each other through the PLC communication (step J10
and step T10, shown in FIG. 10).
[0178] Thereafter, when the HEMS 40 determines that the request for
charge is over (step J11), the HEMS 40 notifies the vehicle 10 of
request for stopping charge through the CPLT signal line 23 at step
J12. More specifically, the HEMS 40 makes the CPLT circuit 35 stop
oscillation of the CPLT signal. At this point in time, the voltage
(potential) of the CPLT terminal of the inlet 13 (i.e., potential
of the connection line C) is V3 (e.g., 6 V).
[0179] When the vehicle 10 detects the request for stopping charge
from the HEMS 40 at step T11, the vehicle 10 increases (raises) the
voltage (potential) of the CPLT terminal of the inlet 13 (i.e.,
potential of the connection line C) to V2 (e.g., 9 V) in order to
enter a state of charge termination processes, at step T12. It
should be noted that the vehicle 10 can end/terminate the charge.
In that case, the vehicle 10 may increase the voltage (potential)
of the CPLT terminal of the net 13 (i.e., potential of the
connection line C) to V2 (e.g., 9 V). Subsequently, the vehicle 10
opens the charge relay 121b of the vehicle 10 at step T13, and
makes the PLC unit 123 execute processes to terminate the
communication with the PLC unit 33 at step T14. Lastly, the vehicle
10 shuts down the first electronic control unit 121c at step T15
(it has the unit 121c enter into the sleep state).
[0180] After the HEMS 40 notifies the vehicle 10 of the request for
stopping charge at step J12, the HEMS 40 opens the charge side
contacts of the charge-discharge switching relay 34 at step J13.
Thereafter, the HEMS 40 makes the PLC unit 33 execute processes to
terminate the communication with the PLC unit 123 at step J14. In
this state in which the first electronic control unit 121c is in
the sleep state, when the CPLT signal starts to oscillate again
(i.e., it changes into the duty signal), the first electronic
control unit 121c boots up again (refer to step H2, and step S2
shown in FIG. 6, step J2 and step T1 shown in FIG. 9). Those
described the operation during the charge using the
communication.
<Operations During the Charge (Charging Operation) and During
the Discharge (Discharging Operation): No. 1>
[0181] There will next be described a "charge-discharge changeover
control" during the charge and the discharge of the electric
storage device 11, which the control unit 12 of the vehicle (in
actuality, the CPU of the first electronic control unit 121c)
performs.
[0182] The CPU of the first electronic control unit 121c
(hereinafter, simply referred to as a "CPU") executes a routine
shown by a flowchart in FIG. 11 every time a predetermined time
elapses during the charging operation and the discharging
operation.
[0183] Here, the expression of "during the discharging operation"
means a period in which the discharge relay 122b is closed and the
DC/AC inverter 122a is operating to generate the output. In other
words, the expression of "during the discharging operation" means a
period in which the electric power from the electric storage device
11 is able to be supplied to the alternate current input-output
terminals ACIH and ACIC of the inlet 13. If the discharge is being
performed using the communication described above, a period in
which the processes between step S15 and step S16 shown in FIG. 8
corresponds to the period during the discharging operation.
[0184] It should be noted that the vehicle 10 may include a
wireless communication device which is not shown, and may start the
discharging operation in response to a request for discharge sent
from an "external device other than the HEMS 40" which can
communicate with the wireless communication device. That is, when
the wireless communication device of the vehicle 10 receives the
request for discharge from the external device in a period in which
neither the charging operation nor the discharging operation is
being performed, the wireless communication device sends
information indicating that the request for discharge has been
generated to the first electronic control unit 121c, This causes
the first electronic control unit 121c to close the discharge relay
122b and operate the DC/AC inverter 122a to start the discharging
operation.
[0185] In contrast, the expression of "during the charging
operation" means a period in which the charge relay 121b is closed
and the battery charger 121a is operating to generate the output.
In other words, the expression of "during the charging operation"
means a period in which the electric power supplied to the
alternate current input-output terminals ACIH and ACIC of the inlet
13 is able to be supplied to the electric storage device 11. If the
charge is being performed using the communication described above,
a period in which the processes between step T9 and step T11 shown
in FIG. 10 corresponds to the period during the charging
operation.
[0186] It should be noted that the vehicle 10 may start the
charging operation in response to a request for charge sent from
the "external device other than the HEMS 40." That is, when the
wireless communication device of the vehicle 10 receives the
request for charge from the external device using the wireless
communication in a period in which neither the charging operation
not the discharging operation is being performed, the wireless
communication device sends information indicating that the request
for charge has been generated to the first electronic control unit
121c. This causes the first electronic control unit 121c to close
the charge relay 121b and operate the battery charger 121a to start
the charging operation.
[0187] Further, when at least both of the charge relay 121b and the
discharge relay 122b are opened, the "charge-discharge stop state"
described above is realized. Before the first electronic control
unit 121c enters into the sleep state, the unit 121c opens both of
the charge relay 121b and the discharge relay 122b, and stops (the
operations of) both of the battery charger 121a and the DC/AC
inverter 122a.
[0188] When an appropriate timing comes during the discharging
operation and/or the charging operation, the CPU starts to execute
a process of step 1100 shown in FIG. 11 to proceed to step 1105, at
which the CPU determines whether or not the present point in time
is "during the charging operation or during the discharging
operation." When neither the charging operation nor the discharging
operation is being performed, the CPU makes a "No" determination at
step 1105 to directly proceed to step 1195, at which the CPU ends
the present routine tentatively.
[0189] In contrast, when the present point in time is either during
the charging operation or during the discharging operation, the CPU
makes a "Yes" determination at step 1105 to proceed to step 1110,
at which the CPU determines whether or not a new request for charge
or a new request for discharge has been generated. In other words,
at step 1110, the CPU determines whether the present point in time
is immediately after it newly received the request for charge or
the request for discharge.
[0190] When neither the new request for charge nor the new request
for discharge has been generated, the CPU makes a "No"
determination at step 1110 to directly proceed to step 1195, at
which the CPU ends the present routine tentatively.
[0191] In contrast, when either the new request for charge or the
new request for discharge has been generated, the CPU makes a "Yes"
determination at step 1110 to proceed to step 1115, at which the
CPU determines whether or not the new request is the request for
charge.
[0192] It is assumed that the new request is the request for
charge. In this case, the CPU makes a "Yes" determination at step
1115 to proceed to step 1120, at which the CPU determines whether
or not the present point in time is during the charging
operation.
[0193] When the present point in time is during the charging
operation, the CPU makes a "Yes" determination at step 1120 to
proceed to step 1125, at which the CPU continues the charging
operation. That is, if the charging operation is being performed
when the request for charge has been newly generated, the charging
operation is continued, since an electric power interference does
not occur.
[0194] In contrast, if the discharging operation is being performed
(i.e. the charging operation is not being performed) when the CPU
executes the process of step 1120, the CPU makes a "No"
determination at step 1120 to proceed to step 1130, at which the
CPU stops the discharging operation to realize the charge-discharge
stop state in which neither the charging operation nor the
discharging operation is performed. Thereafter, the CPU proceeds to
step 1195 to end the present routine tentatively. It should be
noted that the CPU executes the processes of "steps from step S16
to step S23" shown in FIG. 8, for example, when the discharging
operation is terminated. The HEMS 40 executes the processes of
"steps from step H16 to step H20" when the discharging operation is
terminated.
[0195] If the new request is the request for discharge when the CPU
executes the process of step 1115, the CPU makes a "No"
determination at step 1115 to proceed to step 1135, at which the
CPU determines whether or not the present point in time is during
the discharging operation.
[0196] When the present point in time is during the discharging
operation, the CPU makes a "Yes" determination at step 1135 to
proceed to step 1140, at which the CPU continues the discharging
operation. That is, if the discharging operation is being performed
when the request for discharge has been newly generated, the
discharging operation is continued so as not to stop supplying the
electric power to the external electric bad which is requiring the
electric power from the vehicle 10.
[0197] In contrast, if the charging operation is being performed
(i.e. the discharging operation is not being performed) when the
CPU executes the process of step 1135, the CPU makes a "No"
determination at step 1135 to proceed to step 1145, at which the
CPU stops the charging operation to realize the charge-discharge
stop state in which neither the charging operation nor the
discharging operation is performed. Accordingly, since the
discharging operation is not performed/started immediately, the
occurrence of the electric power interference can be avoided.
Thereafter, the CPU proceeds to step 1195 to end the present
routine tentatively. It should be noted that the CPU executes the
processes of "steps from step T11 to step T15" shown in FIG. 10,
for example, when the charging operation is terminated. The HEMS 40
executes the processes of "steps from step J12 to step J14" when
the charging operation is terminated.
[0198] As described above, when the CPU obtains/receives the new
request for charge or the new request for the discharge, the CPU
continues the present operation which is being performed if the
obtained/received request requires the same operation of the
present operation, and the CPU realizes the charge-discharge stop
state so as to enter into the sleep state if the obtained/received
request requires the operation different from the present
operation.
<Operations During the Charge (Charging Operation) and During
the Discharge (Discharging Operation): No. 2>
[0199] There will next be described anther example of
"charge-discharge changeover control" executed by the CPU. In this
example, the CPU executes a routine shown by a flowchart in FIG. 12
every time a predetermined time elapses during the charging
operation and the discharging operation.
[0200] Accordingly, when an appropriate timing comes, the CPU
starts to execute a process of step 1200 shown in FIG. 12 to
proceed to step 1205, at which the CPU determines whether or not
the request for charge has been obtained during the discharging
operation and whether or not the request for discharge has been
obtained during the charging operation. In other words, the CPU
determines whether or not the new request for discharge has been
obtained while the charging operation is being performed at the
present point in time at step 1205. Or, the CPU determines whether
or not the new request for charge has been obtained while the
discharging operation is being performed at the present point in
time at step 1205. That is, the CPU determines whether or not the
request which requires an operation different from the
present/current operation has been obtained.
[0201] If the determination result at step 1205 is "No" (negative
determination), the CPU proceeds to step 1295 to end the present
routine tentatively. Accordingly, the charging operation which is
being performed at the present point in time or the discharging
operation which is being performed at the present point in time is
continued.
[0202] In contrast, if the determination result at step 1205 is
"Yes" (positive determination), the CPU proceeds to step 1210 to
determine whether or not the charging operation is being performed
at the present point in time.
[0203] It is assumed that the charging operation is presently being
performed. In this case, the CPU makes a "Yes" determination at
step 1210 to proceed to step 1215, at which the CPU determines
whether the present charging operation was started/caused by the
"request for charge from the HEMS 40 (i.e., request supplied using
the communication through the PLCs" refer to step J9, step T8, and
step T9, shown in FIG. 10).
[0204] If the present charging operation was started/caused by the
"request for charge from the HEMS 40", the CPU makes a "Yes"
determination at step 1215 to proceed to step 1220, at which the
CPU continues to perform the charging operation. This is because,
the HEMS 40 doses a pair of the charge relays of the
charge-discharge switching relay 34 so as to supply the electric
power from the external power supply (commercial power supply 50)
to the alternate current input-output terminals ACIH and ACIC of
the inlet 13 (that is, the HEMS 40 realizes an electric power
supplying state in which the electric power from the external power
supply is capable of being supplied to the vehicle electric storage
device 11), if the present charging operation was started/caused
based on the "request from the HEMS 40" even when the request for
discharge is newly obtained during the charging operation is being
performed, and therefore, the electric power interference does not
occur even if the charging operation is continued.
[0205] In contrast, if the present charging operation was
started/caused based on the request other than the "request from
the HEMS 40" when the CPU executes the process of the step 1215,
the CPU makes a "No" determination at step 1215 to proceed to step
1225, at which the CPU stops the charging operation so as to
realize the charge-discharge stop state. Thereafter, the CPU
proceeds to step 1295 to end the present routine tentatively.
[0206] That is, when the request for discharge is newly
obtained/generated during the charging operation, and if the
present charging operation was started based on the request for
charge other than the "request for charge from the HEMS 40", the
CPU realizes/achieves the charge-discharge stop state to wait for a
next request.
[0207] In contrast, when the present state is in a state during the
discharging operation, the CPU makes a "No" determination at step
1210 to proceed to step 1230, at which the CPU determines whether
or not the present discharging operation was started/caused by the
"request for discharge from the HEMS 40 (i.e., request supplied
using the communication through the PLCs)" (refer to FIG. 6, step
H12, step H13, and steps from step S12 to step S14, shown in FIG.
8).
[0208] If the present discharging operation was started/caused by
the "request for discharge from the HEMS 40", the CPU makes a "Yes"
determination at step 1230 to proceed to step 1235, at which the
CPU continues to perform the discharging operation. This is
because, the HEMS 40 closes a pair of the discharge relays of the
charge-discharge switching relay 34 so as to supply the electric
power supplied between the alternate current input-output terminals
ACIH and ACIC of the inlet 13 to the external electric storage
device 41 (that is, the HEMS 40 realizes an electric power
consuming state in which the electric power from the vehicle
electric storage device 11 is capable of being supplied to the
external electric load), if the present discharging operation was
started/caused based on the "request from the HEMS 40" even when
the request for charge is newly obtained during the discharging
operation is being performed, and therefore, the discharging
operation should be continued.
[0209] In contrast, if the present discharging operation was
started/caused based on the request other than the "request from
the HEMS 40" when the CPU executes the process of the step 1230,
the CPU makes a "No" determination at step 1230 to proceed to step
1240, at which the CPU stops the discharging operation so as to
realize the charge-discharge stop state. Thereafter, the CPU
proceeds to step 1295 to end the present routine tentatively.
[0210] That is, when the request for charge is newly
obtained/generated during the discharging operation, and if the
present discharging operation was started based on the request for
discharge other than the "request for discharge from the HEMS 40",
the CPU realizes/achieves the charge-discharge stop state to wait
for a next request.
[0211] As described above, the vehicle 10 comprises:
[0212] an electric storage section (11, 124), which can be charged
with an electric power supplied from an external power supply
(e.g., commercial power supply 50) and can be discharged by
supplying an electric power to an external electric load (e.g.,
external electric storage device 41); and control unit (section)
which performs a charging operation to charge the electric storage
section using the electric power supplied from the external power
supply in response to an obtained request for charge (refer to the
first electronic control unit 121c, the battery charger 121a, the
charge relay 121b, FIG. 9 and FIG. 10), and performs a discharging
operation to supply the electric power from the electric storage
section to the external electric load in response to an obtained
request for discharge (refer to the first electronic control unit
121c, the discharge relay 122b, the DC/AC inverter 122a, FIG. 6 and
FIG. 8).
[0213] Further, the control unit is configured so as to stop the
charging operation to realize a charge-discharge stop state in
which neither the charging operation nor the discharging operation
is performed (refer to step 1145 shown in FIG. 11, and step 1225
shown in FIG. 12), when the control unit newly obtains the request
for discharge while the charging operation is being performed
(refer to steps from step 1105 to step 1115, and step 1135 shown in
FIG. 11, or the "Yes" determination at step 1205, the "Yes"
determination at step 1210, and the "No" determination at step
1215, shown in FIG. 12).
[0214] Accordingly, the occurrence of the electric power
interference can be avoided.
[0215] Further, the control unit is configured, when the control
unit newly obtains the request for discharge during the charging
operation (refer to the "Yes" determination at step 1205 and the
"Yes" determination at step 1210 shown in FIG. 12), so as to
determine whether or not the control unit needs to continue the
charging operation (step 1215 shown in FIG. 12), so as to continue
the charging operation when it determines that it needs to continue
the charging operation (step 1220 shown in FIG. 12), and so as to
realize the charge-discharge stop state when it determines that it
does not need to continue the charging operation (step 1225 shown
in FIG. 12).
[0216] Further, when the control unit obtains the request for
charge or the request for discharge in the charge-discharge stop
state, the control unit is configured so as to start the charging
operation or the discharging operation in response to the newly
obtained request (refer to FIGS. 6, 7, and 9).
[0217] Further, the control unit is configured so as to receive
"the request for charge and the request for discharge" from the
energy management equipment (HEMS 40) external to (outside of) the
vehicle. In addition, the control unit may be configured so as to
generate the request for charge when the state of the electric
storage section 11 satisfies a predetermined condition (i.e.,
remaining capacity or SOC becomes equal to or smaller than a
predetermined value).
[0218] Furthermore, the control unit is configured so as to stop
the discharging operation to realize a charge-discharge stop state
in which neither the charging operation nor the discharging
operation is performed (refer to step 1130 shown in FIG. 11, and
step 1240 shown in FIG. 12), when the control unit newly obtains
the request for charge while the discharging operation is being
performed (refer to steps from step 1105 to step 1115 shown in FIG.
11, and the "No" determination at step 1120, or the "Yes"
determination at step 1205, the "No" determination at step 1210,
and the "No" determination at step 1230, shown in FIG. 12).
[0219] Further, the control unit is configured, when the control
unit newly obtains the request for charge during the discharging
operation (refer to the "Yes" determination at step 1205 shown in
FIG. 12, and the "No" determination at step 1210 shown in FIG. 12),
so as to determine whether or not the control unit needs to
continue the discharging operation (step 1230 shown in FIG. 12), so
as to continue the discharging operation when it determines that it
needs to continue the discharging operation (step 1235 shown in
FIG. 12), and so as to realize the charge-discharge stop state when
it determines that it does not need to continue the discharging
operation (step 1240 shown in FIG. 12).
[0220] Further, the charge-discharge system CDS includes the HEMS
40 serving as the energy management system, and the plug-in station
30.
[0221] The energy management system includes:
[0222] an electric power state change section which selectively
realizes one of the electric power supplying state and the electric
power consuming state (the charge-discharge switching relay 34, the
AC/DC converter 42, the DC/AC inverter 43, the computer 45, and the
input device 46); and
[0223] a management section which provides the request for charge
or the request for discharge to the control unit of the vehicle,
makes the electric power state change section realize the electric
power supplying state (step J9 shown in FIG. 10) when it provides
the request for charge to the control unit (step J8 shown in FIG.
9), and makes the electric power state change section realize the
electric power consuming state (step H12 and step H13, shown in
FIG. 8) when it provides the request for discharge to the control
unit (step H10 shown in FIG. 6).
[0224] Further, the management section of the energy management
system is configured so as to provide a request to stop the
charging operation to the control unit before providing the request
for discharge in a case in which it provides the request for
discharge to the control unit after providing the request for
charge to the control unit (step J12 shown in FIG. 10), and so as
to provide a request to stop the discharging operation to the
control unit before providing the request for charge in a case in
which it provides the request for charge to the control unit after
providing the request for discharge to the control unit (step H16
shown in FIG. 8)
[0225] Further, the control unit is configured, when the request
for discharge is newly obtained while the charging operation is
being performed, so as to continue the charging operation in a case
in which the charging operation was started/caused based on (in
response to) the request for charge supplied from the management
section (steps from step 1205 to step 1215, and step 1220, shown in
FIG. 12), and so as to realize the charge-discharge stop state in a
case in which the charging operation was started/caused based on
(in response to) the request for charge other than the request for
charge supplied from the management section (step 1215 and step
1225, shown in FIG. 12).
[0226] Further, the control unit is configured, when the request
for charge is newly obtained during the discharging operation, so
as to continue the discharging operation in a case in which the
discharging operation was started/caused based on (in response to)
the request for discharge supplied from the management section
(step 1205, step 1210, step 1230, and step 1235, shown in FIG. 12),
and so as to realize the charge-discharge stop state in a case in
which the discharging operation was started/caused based on (in
response to) the request for discharge other than the request for
discharge supplied from the management section (step 1230, and step
1240, shown in FIG. 12).
[0227] Accordingly, the charge-discharge system CDS including the
vehicle 10, the plug-in station 30, and the HEMS 40 can avoid the
occurrence of the electric power interference even when the vehicle
10 erroneously obtains the request for discharge and the request
for charge.
[0228] It should be noted that the present invention is not limited
to the above-described embodiments, and may be modified in various
manners within the scope of the present invention. For example,
although the communication between the HEMS 40 and the vehicle 10
is performed using the PLC, the communication may be performed by
superimposing a communication signal according to a certain
protocol on the control pilot signal on the CPLT signal line
23.
[0229] Further, although the charge and the discharge of the
vehicle electric storage device 11 are carried out using the AC
power, they can be carried out using the DC power. In addition, the
plug-in station 30 may be included in the HEMS 40. Furthermore, the
charge-discharge switching relay 34 may be disposed in the HEMS
40.
[0230] Further, the request for charge or for the discharge that
was generated previously using the communication from the HEMS 40
is given a higher priority in the routine shown in FIG. 12,
however, the request for charge or for the discharge that was
lastly generated using the communication from the HEMS 40 can be
given a higher priority compared to the request for charge or for
the discharge that was previously generated using the communication
from the HEMS 40. In any case, when the discharging operation is
switched to the charging operation, the vehicle 10 realizes the
charge-discharge stop state.
* * * * *